Method and apparatus for rail transportation



Dec. 16,- 1958 H. A. TOULMlN, JR 2,864,318

METHOD AND APPARATUS FOR RAIL TRANSPORTATION Filed Dec. 7, 1955 8 Sheets-Sheet 1 INVENTOR HARRY A. TOULM/N; Jr.

' ATTORNEYS Dec. 16, 1958 TOULMlN, JR 2,864,318

METHOD AND APPARATUS FOR RAIL TRANSPORTATION 8 Sheets-Sheet 2 Filed D60. 7, 1955 INVENTOR HARRY A. TOULM/N, Jr:

ATTORNEYS Dec. 16, 1958 H. A. TOULMIN, JR

METHOD AND APPARATUS FOR RAIL TRANSPORTATION 8 Sheets-Sheet 3 Filed Dec.

INVENTOR ATTORNEYS Dec. 16, 1958 H. A TOULMIN, JR

METHOD AND APPARATUS FOR RAIL TRANSPORTATION Filed Dec. 7, 1955 8 Sheets-Sheet 4 Fig/0 INVENTOR HARRY A. TOULM/N, Jr

ATTORNEYS Dec. 16, 1958 T U N, JR 2,864,318

METHOD AND APPARATUS FOR RAIL TRANSPORTATION Filed Dec. 7, 1955 8 Sheets-Sheet 5 INVENTOR HA RR) A. TOUL MIN, JI:

ATTORNEYS Dec. 16, 1958 H. A. TOULMIN, JR 2,364,318

METHOD AND APPARATUS FOR RAIL TRANSPORTATION I Filed Dec. 7, 1955 8 Sheets-Sheet 6 IN VENTOR HARRY A. TOULMIMJI.

I I g r a? I BY /W.Q

ATTORNEY-5 Dec. 16, 1958 H. A. TOULMlN, JR

METHOD AND APPARATUS FOR RAIL TRANSPORTATION Filed Dec. 7, 1955 8 Sheets-Sheet 7 HARRY A. TOULMl/V, 11/.

ATTORNEYS 1366- 1958 H. A. TOULMlN, JR

METHOD AND APPARATUS FOR RAIL TRANSPORTATION Filed Dec. 7, 1955 8 Sheets-Sheet 8 INVENTOR HARRY A. TOULM/N, Jr.

ATTORNEYS United States Patent O METHOD AND APPARATUS FOR RAIL TRANSPORTATION Harry A. Toulmin, Jr., Dayton, Ohio, assignor to The Commonwealth Engineering Company of Ohio, Dayton, Ohio, a corporation of Ohio Application December 7, 1955, Serial N 0. 551,683

3 Claims. (Cl. 10423) This invention relates to rail transportation, more particularly to increasing speed and capacity to make railways competitive with airlines and to eliminate limitations on rail travel due to the following facts:

(a) The limitations on speed due to the weight of the vehicle;

(b) The use of conventional automotive power of steam, electricity or diesel engines.

It is the object of this invention to utilize the existing rail system without disturbance of it.

It is a further object to provide a car construction of great simplicity and lightweight which has no wheels.

It is another object to eliminate the axles and conventional running gear.

It is an additional object to provide high speeds that are impossible with the use of wheels and conventional running gear or with conventional railway cars and still maintain a very safe and convenient construction for the cars carrying passengers and freight.

It is a still further object of this invention to provide high speed rail transportation by the employment of jet and turbo-prop power sources which achieve speeds many times those of railway practices as now known.

It is still another 'object of this invention to carry out these high speeds with existing rails by reason of the novel construction of the rail engaging mechanism attached to the bodies of the vehicles whichare the subject matter of this invention.

It is still an additional object of this invention to attain these speeds with the minimum of friction between the rails and the supporting mechanism by utilizing one or means for maintaining the bodies and power plants of the rail equipment of this invention substantially out of frictional engagement with the rails utilizing the rails simply for guiding purposes and for restraining the power plant and vehicle bodies from leaving the rails.

It is yet another object of this invention to provide an effective braking mechanism adaptable to this new art of transportation and to also provide various means of maintaining the power plant and vehicle in such a position with respect to the rails that the power plant and vehicle bodies will move on the air with the diminution of friction between the bodies and the rails.

It is yet a further object of this invention to provide mechanisms which are self-braking due to the frictional engagement of the guiding and supporting means of the tional rail transportation means, whether it be diesel,.

steam or electric. l c

Other objects and advantages of this invention will become apparent upon reference to the accompanying de scription when taken in conjunction with the following drawings wherein:

Figure 1 is an overall perspective view of the rail vehicle disclosed as this invention;

Figure 2 is a front elevational view of the rail in Figure 1;

Figure 3 is a side elevational view of the lifting surfaces employed in the subject rail vehicle and showing the man ner in which the angle of incidence of the lifting surfaces is adjusted;

Figure 4 is a sectional view taken along the lines 4--4 of Figure 3;

Figure 5 is an overall perspective view of the truck employed in this rail vehicle; I

Figure 6 is a sectional view taken along the lines 66 of Figure 5;

Figure 7 is an overall perspective view of one of the runners mounted on the truck illustrated in Figure 5;

Figure 8 is a partial elevational view of the runner illus-, trated in Figure 7 showing the beveled front edge thereof;

Figure 9 is a sectional view along the lines 9-9 of Fig ure 5, showing in detail the braking coil and the structure for mounting the runner to the truck;

Figure 10 is a sectional view similar to that illustrated in Figure 5 but in enlarged scale and showing in detail the manner in which the runner engages the rail;

Figure 11 is a perspective view of a portion of a truck equipped with a modified runner;

Figure 12 is a sectional view along the lines 12--12 of Figure 11 and in enlarged scale to show the manner in which the modified runner engages the rail;

Figure 13 is a modification of the truck employed in the' rail vehicle of this invention wherein the truck comprises both runners and wheels;

Figure 14 is an overall perspective view of another modification of the truck employed in this invention wherein both runners and wheels are employed with the runners adapted to be vertically adjustable;

Figure 15 is a sectional view taken along the lines 1515 of Figure 14;

Figure 16 is a side elevational view of the truck illustrated in Figures 14 and 15 showing the runners in elewherein both wheels and runners are used with the wheels vehicle bodies with the rails and due to the use of magsame time to provide a safer and smoother, ride than either provided now by the railroads or by aircraft, while maintaining at all times'braking mechanismwhich keeps the being adjustable vertically;

'Figure 18 is a sectional view taken along the lines 1818 of Figure 17 .and showing the structure for adjusting the elevation of the wheels of the modified truck of Figure 17;

Figure 19 is a sectional view taken along the lines 19-19 of Figure 17 and showing the details of the hydraulic mechanism which elevates the wheels;

Figure 20 is a sectional view taken along the lines 20- -20 of Figure 18 and illustrating the positioning of the hydraulic cylinders with respect to the inner ends of the wheel axles;

Figure 21 is an overall perspective view of a modification of the rail vehicle as illustrated in Figure 1; and

Figure 22 is a vertical sectional view taken along the ,PatentedDec. 16,.19 58 vehicle 7 longitudinal axis of the modified rail in Figure 1.

Returning now to the drawings, more particularly to Figure 1 wherein like reference symbols indicate the same parts throughout the various views, 1 generally indicates a rail vehicle constructed in accordance with the teaching of this invention. The rail vehicle 1 is supported on conventional rails 2 and 3 which are attached to cross ties 4 and mounted on a track bed 5. The rails and rail bed construction are conventional as illustrated in Figure 10, but the rails preferably are of the welded type whereby joints between individual rails are eliminated.

The rail vehicle 1 comprises a locomotive 6 and a cargo car 7, adapted for passenger use, which are. supported upon individual trucks 8. The trucks 8 will be later described in detail.

The locomotive 6 has a control cab 9 which is mounted forwardly of an engine room 10. The engine room 10 contains a fuel tank 11 and other auxiliary equipment necessary for the operation of turbo jets 12 and 13 which are mounted on the roof of the locomotive 6.

The propulsion means, as represented by the turbo jets 12 and 13, may also comprise. ram jets or rockets. Since rockets carry their own fuel, the use of rockets as propulsion means for the rail vehicle is more suitable when the vehicle is intended for high speed operation over short distances.

Each of the turbo jets 12 and 13 is conventional in structure and has an intake opening 14 and an exhaust 15.

Mounted upon the roof of the control cab 9 and forwardly of the turbo jets 12 and 13 is a lifting structure indicated generally at 16. The lifting structure 16 comprises a supporting base 17 upon which is mounted a lower lifting surface 18 and a vertical support 19 mounted on the lifting surface 18 which supports an upper lifting surface 20. Each of the lifting surfaces '18 and 20 has air foil sections which give the maximum amount of lift at the high speeds at which the rail vehicle is to be operated.

The lifting structure 16 is more clearly illustrated in Figures 3 and 4 where it can be seen that the supporting base 17 projects downwardly through an opening 21 in a housing 22. The lower end of the supporting base 17 is journalled upon a shaft 23 which is mounted between a pair of shaft supports 24 and 25. There is a sector gear 26 on the lower end of the supporting base 17 which engages a worm gear 27 mounted upon a shaft 28 which is driven by a reversible electric motor 29. The electric motor 29 is mounted in a bracket 30 which is supported from the ceiling of the control cab, as indicated at 31.

Suitable controls are provided in the control cab 9 to enable the engineer to operate the motor 29 to adjust the angle of incidence of the lifting surfaces 18 and 20. This angle will be increased to give the maximum amount of lift to the lifting surfaces at low speeds. The angle will be steadily decreased as the vehicle approaches top speed.

Returning to Figure l, the cargo car 7 which is attached rearwardly of the locomotive 6 is adapted for passenger transportation and comprises a plurality of side windows 32, a door 33 and seats in the interior thereof for the accommodation of the passengers. A lifting structure 34 which is similar to the lifting structure 16 is also adjustably mounted upon the roof of the cargo car 7. The lifting structure 34 comprises a plurality of lifting surfaces 35, 36 and 37.

*Proceeding next to Figure 5, there is illustrated therein the truck 8, a plurality of which are employed to support both the locomotive and the cargo car of the rail vehicle. The truck 8 comprises a cross piece 38 in the center of which is mounted a vertically upstanding pin 39 to provide a swivel connection with the under surface of the rail vehicle.

vehicle illustrated In Figure 6 there is illustrated the structure by which the pin 39 is connected to the under side of the rail vehicle indicated at 40. The pin 39 has threads 41 on the upper end thereof. The entire pin assembly is accommodated in a recess 42 which is in the under side of the rail vehicle. The pin 39 is inserted upwardly into the recess 42 through an aperture 43 into the rail vehicle. A nut 44 is threaded upon the pin 39 to secure the pin to the rail vehicle. A Washer 45 is interposed between the nut 44 and the upper surface of the under side of the rail vehicle.

A bearing indicated generally at 46 is housed within the recess 42. The bearing 46 comprises an upper bearing plate 47 and a lower bearing plate 48. A plurality of frusto-conical roller bearings 49 are seated within a plurality of cooperating recesses in the bearing plates 47 and 48.

Depending downwardly from each end of the cross piece 38 are side frame members 50 and 51. The front and rear edges of the frame members 50 and 51 are streamlined as indicated at 52 and 53 to decrease wind resistance.

Each of the side frame members 50 and 51 are similar and the description of side frame 50 will suffice to disclose the structure of the entire truck 8.

The side frame member 50 has front and rear support members 54 and 55. A runner 56, shown in Figure 7, is mounted on the lower surface of each of the support members 54 and 55. The runner 56 is constructed from high grade steel and is detachably mounted on the side frame member 50 by bolts 57. The front edge, indicated at 58, of each of the runners 56 is beveled at 59 and illustrated in enlarged scale in Figure 8.

The runner 56 comprises a contact surface 60 which rests upon the upper surface of the rail 2, as illustrated in Figure 9. There is a depending flange or web 61 on the inner edge of the contact surface 60. The depending flange 61 extends below the head of the rail 2 and has an outwardly extending lip 62 on the lower edge thereof to form a clamp. The space between the runner contact surface 60 and the upper surface of the lip 62 is somewhat greater than the vertical thickness of the head of the rail 2. This difference will permit the rail vehicle to move vertically a short distance above the surface of the rail and yet be restrained from departing from engagement with the rail by the lip 62 engaging the under surface of the rail head.

In order to facilitate the braking of the rail vehicle, a magnetic coil 63 is mounted in the side frame members 50 and 51 above each of the runners 56, as shown in Figures 5 and 9. The magnetic coil 63 is controlled from the control cab 9 and when energized produces a strong magnetic force which draws the runners 56 toward the rails 2 with a substantial force. This magnetic attraction plus the weight of the vehicle upon the rails combine to decelerate the rail vehicle within a reasonably short distance, shorter than if the magnetic braking were not employed.

Reference to Figure 10 will clarify the manner in which runn'er 56 clamps the vehicle to the rail and limits the vertical movement of the vehicle relative to the rail. In the extreme upper position of the vehicle, it can be seen that the upper surface of the lip 62 engages the under side of the rail head. Lateral movement of the rail vehicle is limited by the outer face of the depending flange or web 61 engaging the inner face of the rail head. The distance between the outer surfaces of the runner web 61 is somewhat less than the gauge of the rails. This will result in a small clearance under normal running conditions between the web of the runner and the rail head as indicated at 64.

In Figure'll there is illustrated a modification of the rail engaging structure wherein a runner 65 is detachably mounted by bolts 66 to the lower surface of the supporting bases of the truck. The runner 65 is essentially in netic coil 70 is provided to assist in the braking of the vehicle.

Figure 12 which is a sectional view of Figure 11 shows in greater detail the relationship of the runner and the rail when the vehicle is in a stationary position.

Proceeding next to Figure 13, there is illustrated therein a modification of the truck disclosed above. In this modification the truck comprises both runners and wheels. The truck indicated at 71 in Figure 13 comprises runners 72 and 73 which are similar to those previously described. In addition, an axle 74 is journalled from journal box 75 mounted forwardly of the runners. Conventional railroad wheels 76 are mounted on the ends of the axle 74. A pin 77 is similarly provided to swivelly attach the truck 71 to the under surface of the rail vehicle.

In this modification, the runners and the wheels jointly support the rail vehicle both when it is stationary and when it is travelling along the rails.

Proceeding to Figure 14, there is illustrated at 78 another modification of a truck for use with the rail vehicle of this invention. In this modification wheels are employed to support the truck when the vehicle is stationary or at low speeds. Upon attaining a predetermined speed runners are lowered to engage the rails and to lift the wheels from rolling engagement with the rails.

The modified truck 78 comprises a frame 79 on each side of which are journalled wheels 80 in journal boxes 81. The journal boxes 81 are supported between runner mounts 82 and 83. A runner 84 is mounted on the lower surface of each of the runner mounts 82 and 83. Each runner 84 has mounted therein a magnetic braking coil 84A and is attached to the end of a rod-like shaft 85 which is secured to a piston 86 enclosed within a cylinder 87. The piston 86 is hydraulically actuated by the supply and discharge of hydraulic fluid under pressure into the cylinder 87. Guides 88 are slidably mounted within the bores 89. A hydraulic circuit is also connected to each of the bores 89 to assist in dropping the runners 84 into engagement with the rails.

When the runners 84 are in lowermost position, the wheels 80 are lifted out of contact with the rail, as shown in Figure 15.

Figure 16 shows the position of the runners 84 when they are retracted and the entire weight of the vehicle is supported by the wheels 80.

draulically actuated piston 101 and a lower hydraulically actuated piston 102 both bear upon the upper and lower ends, respectively, of the base 100. A suitable hydraulic circuit is connected to each of the hydraulic cylinders 103 and 104 which house the pistons 101 and 102, respectively. I

This circuit is similarly operated from the control cab 9 of the rail vehicle. The admission of hydraulic fluid under pressure into the hydraulic cylinder 104 will result in pushing the hydraulic piston 102 outwardly to bear against the lower end of the base 100 to raise the wheel 98, as illustrated by the phantom lines 105 in Figure 18.

Reference to Figures 18 to will reveal that the upper cylinder is of greater diameter than the lower cylinder 104. This is necessary because a greater force is necessary to act upon the upper portionv of the base 100 to maintain the wheels 98 in their normal position as I illustrated in Figure 18 when the total weight of the Figures 17 to 20 illustrate still another modification of the truck employed with the rail vehicle of this invention wherein it is possible to raise the wheels from engagement from the rails. In Figure 17 there is illustrated an overall perspective view of a truck 90 which has .a longitudinally extending frame member 91 on the ends of which are mounted transverse frames 92 and 93. Runner supports 94 depend from each of the ends, of the transverse frames 92 and 93. Runners 95, such as previously described, are detachably mounted on the lower ends of each of the runner supports 94.

A horizontally extending tubular frame member 96 is mounted between the transverse frames 92 and 93 beneath the longitudinal frame member 91. Extending outwardly in opposite directions from the tubular frame member 96 are axles 97. Railroad wheels 98 are journalled on the end of each of the axles 97.

Each of the axles 97 projects through opposed openings 99 in the tubular member 96. On the inner end of the axle 97 within the tubular member is a base 100 having a curved surface which corresponds to the curvature of the inner surface of the tubular member 96 and is adapted to slidably engage the same. An upper hyrail vehicle is supported by the wheels.

In Figures 21 and 22 there is illustrated a modification of the rail vehicle disclosed in this invention. This modification. comprisesa single unit rail vehicle which is adapted to carry passengers and is somewhat similar to the motor cars currently employed on railroads. This modification discloses a rail vehicle indicated at 106 which comprises a control cab 107 in the forward por tion therein and a passenger compartment 108 rearwardy of the control cab and occupying a substantial portion of the length of the vehicle. The passenger compartment 108 is raised above the control cab 107 to provide an engine compartment 109 below the passenger compartment. In the engine compartment there is contained a turbo jet 110 having intakes 111, which are on the outer surface of the vehicle 106, and an exhaust 112. A drive shaft 113 driven by the compressor of the turbo jet extends forwardly of the turbo jet into a transmission 114. A second drive shaft 115 extends from the transmission 114 to a second transmission 116 positioned below the control cab 107. Power is transmitted from the transmission 116 by a shaft 117 to a gear reduction unit 118 from which power is obtained to drive a propeller 119 mounted on the nose of the vehicle 106. The propellor 119 is principally used at low speeds of the vehicle 106 before the turbo jet 110 has attained its most etficient output. A lifting unit 120 is adjustably mounted on the roof of the vehicle 106. The lifting unit 120 comprises a number of lifting surfaces and is similar to the lifting units previously described.

Thus it can be seen that the present invention teaches a new concept of rail transportation. In the form of rail transportation disclosed herein, the principal source of power is obtained from rockets or turbo jets and the conventional running gear in use on railroads is eliminated. The result is a high speed rail vehicle which is operable upon conventional rail systems. The speeds at which this rail vehicle may travel are such to enable the rails to compete with faster forms of transportation.

It will be understood that this invention is susceptible to modification in order to adapt it to different usages and conditions, and, accordingly, it is desired to comprehend such modification within this invention as may fall Within the scope of the appended claims.

What is claimed is:

1. In a land vehicle for traveling upon spaced rails mounted on the ground, a vehicle, a plurality of trucks on the undersurface of said vehicle to support the same, runners on said trucks to engage said rails and to slidably support the vehicle thereon, depending flanges on said runners engageable with the undersurface of the rail head, the distance between the runner and its flange being greater than the height of the rail head so as to limit the vertical movement of the vehicle with respect to the rails but to maintain the vehicle in engagement with the rails when elevated thereabove, jet propulsion units on, the top surface of said vehicle to propel said vehicle upon the rails, and airfoils on said vehicle for aerodynamic reaction with the relatively moving air to elevate the vehicle above the rails when the vehicle attains a predetermined speed.

2. In a land vehicle for traveling upon spaced rails mounted on the ground, a vehicle, a plurality of trucks on the undersurface of said vehicle to support the same, runners on said trucks to engage said rails and to slidably support the vehicle thereon, depending flanges on said runners engageable with the undersurface of the rail head, the distance between the runner and its flange being greater than the height of the rail head so as to limit the vertical movement of the vehicle with respect to the rails but to maintain the vehicle in engagement with the rails when elevated thereabove, jet propulsion units on the top surface of said vehicle to propel said vehicle upon the rails and airfoils on the top surface of said vehicle forwardly and rearwardly of said jet propulsion units for aerodynamic reaction with the relatively moving airto elevate the vehicle above the rails when the vehicle attains a predetermined speed.

3. In a land vehicle for traveling upon spaced rails mounted on the ground, a vehicle, a plurality of trucks on the undersurface of said vehicle to support the same, each of said trucks being pivotally mounted on said vehicle and comprising both flanged wheels and runners to engage the rails and to slidably support the vehicle thereon, both runners and wheels supporting the vehicle when it is stationary, depending flanges on said runners engageable with the undersurface of the rail head, the distance between the runner and its flange being greater than the height of the rail head so as to limit the vertical movement of the vehicle with respect to the rails but to maintain the vehicle in engagement with the rails when elevated thereabove, jet propulsion units on the top surface of said, vehicle to propel said vehicle upon the rails, and airfoils on said vehicle for aerodynamic reaction with the relatively moving air to elevate the vehicle above the rails when the. vehicle attains a predetermined speed.

References Cited in the file of this patent UNITED STATES PATENTS 215,010 MacDaniel May 6, 1879 553,068 Kallam Jan. 14, 1896 1,288,930 Laur Dec. 24, 1918 1,415,400 Roghmanns May 9, 1922 1,603,393 Malcolm Oct. 19, 1926 1,629,767 Valdes May 24, 1927 1,636,619 Archer July 19, 1927 1,685,935 Robertson Sept. 18, 1928 1,723,352 Hohberger Aug. 6. 1929 1,782,192 Brownyer Nov. 18, 1930 1,798,852 Roghmanns Mar. 31, 1931 1,900,914 Cornet Mar. 14, 1933 1,993,456 Roscher Mar. 5, 1935 2,056,220 Stout et al. Oct. 6, 1936 2,118,127 Wulle May 24, 1938 2,159,814 McCune May 23, 1939 2,198,928 Wehner Apr. 30, 1940 2,270,425 Farmer Jan. 20, 1942 2,717,744 Birnbaum Sept. 13, 1955 2,724,966 Northrop et a1. Nov. 29, 1955 FOREIGN PATENTS 241,953 Germany Dec. 18, 1911 222,584 Great Britain Oct. 6, 1924 

